Electric brake for railway-cars.



2 Sheets-Sheet l.

No. ms?. Patented lune 4, |901. F. c. NEwELL.

ELECTRIC BRAKE FOR RAILWAY CARS.

(No M d l (Application fxlqd Mar. 28, 1900.) 0 e iis-E *DQ-E gli-e3 Su NMVG.

No. 675,667. Patented .Iune 4, I90l.

l F. C. NEWELL.

ELECTRIC BRAKE FOR RAILWAY CARS.

Application sled Mar. 28, 1900.)

2 Sheets-Sheet 2.

(No Mudei.)

WYITNESSES:

l Atty.

MORRIS FIERS CO.. PMUTCLLIYNO., WASHINGTON D C *UNiTnn STaTns PATENTOFFICE.

FRANK O. NEW/'ELL OF XVILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THEVESTINGHOUSE ATR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA.

ELECTRIC BRAKE FOR RAILWAY-CARS.

SPECIFEUATION forming part of Letters Patent No. 675,667, dated J une 4,1901. Application i'lled March 28, 1900. Serial No. 10,490. (No model.)

T @ZZ ruwnt it 71mg/ concern.

Be it known that l, FRANK O. NEWELL, a citizen of the United States,residing at Tilkinsburg, countyof Allegheny, State ofPenn- Sylvania,have invented or discovered a certain new and useful Improvement inElectric Brakes for Railway-Cars, of which improvement the following isa specification.

The object or" my invention is to provide an :o improvement in electricbrakes for railwaycars; and to this end it consists in new and improvedmeans whereby a general improvement is effected in electrical brakingapparatus and whereby the brakes may be more easily and quickly operatedand controlled than has heretofore been possible with any apparatus ofwhich l am aware; and it further consists in certain combinations andfeatures of construction whereby the instal- 2o lation and operation ofthe braking system are simplified and the time required for operationand the possibility of mistake by the operator are greatly reduced.

My invention is speciallyv adapted for application onelectrically-propelled cars, and provides means comprising abraking-switch and connections applicable to any ordinary electricalmotor and controller equipment for railway-cars where by the car motoror motors may be cut out from the trolley-line and connected up in alocal braking-circuit to generate current for braking purposes andwhereby the brakes may be applied instantaneously, all by a singlecomparatively short movement of the handle of a braking-switch,regardless of the position of the main or running controller orreversing-switch at the time that the braking-switch is operated toeffect an application of the brakes and without requiring anymanipulation or change of position of the running controller orreversing-switch before applying' or in order to apply the brakes.

After the local braking-circuit is connected up by the operation of thebraking-switch and the motor or motors connected for supplying currentto the braking-circuit the current may be controlled by varying theresistance in the circuit by means of any suitable controlling device;butin my present application for patent I employ the main or runningcontroller for this purpose, and this forms an important feature of myinvention, by means of which the manipulation of the controller forbraking purposes and also the necessary construction of the controller'are greatly simplilied, the movement of the handle of the runningcontroller for the purpose of increasing or decreasing the resistancewhen braking being` in the same direction and over exactly 6o the sameare as it would be for increasing or decreasing the resistance whenrunning and receiving current from the trolley-line, the same set ot'contact bars and lingers being employed for varying the resistance inrunning and in braking, so that the shifting of the controller-handleover a large arc from one side of' the controller to the otherbeyond aneutral line is not required, as it is in constructions now in use wheretwo sets of con- 7o tacts are employed on opposite sides of thecontroller.

In the accompanying drawings, which illustrate my invention, Figure l isa diagram showing an application of my improvement to a car providedwith two motors, the braking-switch being in the position which it willoccupy when current is being supplied from the trolley-line for runningthe car; Fig. 2, a view showing the braking-switch in the posi- 8o tionto which it will be thrown for applying the brakes; Fig. 3, a Viewshowing the braking-switch in the position to which it may be moved whenit is desired to shunt the resistance; Fig. 4, a diagram whichillustrates in a simple form an application of my improvement to a carprovided with but a single motor, the braking-switch being in positionfor running; Fig. 5, a similar diagram showing the braking-switch inposition for braking.

In Fig. l of the drawings I have shown such an application of myinvention as may be employed on an electrically-propelled car equippedwith two motors which may be connected in series or in multiple forrunning the 95 car and in multiple for braking purposes when operatingas generators. It will be understood, however, that my invention is notlimited in its application to any particular number of motors, as eithera single motor or any 1o) greater number may be employed.

As shown in Fig. 1 of the drawings, the

running controller C, reversing-switch D, and braking-switch B arelocated at one end of a car, and the other end of the car is providedwith a similar controller, reversing-switch, and braking-switch,similarly connected in the wiring system. The reversing-switch D and themain controller C are shown in the open position, and the braking-switchB is shown in the running position which it will occupy when the car isbeing supplied with current from the trolley-line. It' thereversing-switch D be moved so as to bring the bars 1, 2, 3, and 4 incontact with the terminals F2 AA2, &c., on the left, thereversing-switch will then be in position for running in one direction,and if the reversing switch be moved so as to bring the other set ofcontact bars or points 5 to 12 in contact with the terminals F2 AA2,dlr/c. the reversing-switch will then be in position for running in thereverse direction.

If the reversing-switch be placed in position for running ahead and thecontroller C be moved so as to bring the contact-bars 13 and 14 incontact with the terminals TC and R', current will 110W from the mainline through the trolley T and wire TL to the bar 28 on thebraking-switch and thence through the wire TC, contact-bars 13 and 14 onthe main controller through the lead R', resistance device R, leads R5and 19, contact-bar 4 on the reversing-switch, lead A' to armature A ofNo. 1 motor, lead AA', contactbarA 3 on reversing-switch, leads F' andF' C, contact-bar 30 on braking-switch, lead F' M, through field F ofNo. 1 motor, lead E' M, contact-bar 34 on braking-switch, lead E' C tocontact-bars 2O and 19n on main controller, lead 15, contact-bar 2 onthe reversing-switch, lead A2, armature A ot No. 2 motor, lead AA2,contactbar 1 on reversing switch, lead F2 C, contact-bar 31 onbraking-switch, lead F2 M, field F of No. 2 motor, and to ground. Themain controller may be operated to vary the resistance by means of thecontact-bars 14, 16, 17, and 18 making contact with the terminals R2,R3, R4,and R5 when the motors are in series, the contact-bars 21, 22,23, 24, 25, 26, and 27 being employed to make contact with thecorresponding terminal points when the motors are being operated inmultiple.

When it is desired to apply the brakes, the braking-switch is by asingle movement (preferably through an arc of ninety degrees) shitted tothe position shown in Fig., 2. When the braking-switch is in thisposition, the current from the trolley-line is cut ofi", the motors andthe electromagnetic braking devices are connected up in a localbraking-circuit, and the motors then operate as generators to supplycurrent to the local braking-circuit. It the main controller vbe then inthe position shown in Fig. 1, current from the armature A of No. 1 motorflows in the direction indicated by the dotted arrow through lead A',

contact-bar 4 on the reversing-switch, leads 19 and R5, through theresistance device R, through lead BR', and the contact bar 29 of thebraking-switch to F M and F2 M through the fields of both motors, fromthe field of No. 1 motor through lead E' M and contactloar 33 of thebraking-switch and lead Gto the coils H of the magnetic brake device,and from the iield of No. 2 motor through the lead Gr to the coils H ofthe braking device, from the braking device through the lead BG, arm 31on the braking-switch, leads F' C and F2 C through the contact-bars 3and 1, respectively, of the reversing-switch, and through leads AA' andAA2 to the armatures of the motors. From the armature of No. 2 motor thecurrent flows in the direction indicated by the dotted arrow throughlead A2, through contact-bar 2 on the reversing-switch, lea'd 15,contact-bar 32 on the braking-switch, to lead R2, Where it joins withthe current from the armature of No. 1 motor in the branch leading tothe resistance device R.

It will be seen that when the braking-switch is thrown to the positionshown in Fig. 2 the current from the trolley-line will be cut off andthe brakes applied no matter whatv may be the position of the maincontroller. If the main controller be in the open position, as in Fig.1, the brakes will be applied with the maximum resistance in thebraking-circuit-that is, the braking-current will then ilow from thclead R5 through all of the resistance Vdevices and out through the leadBR' without having any portion ot' it shunted. It the main controllerhappens to be in position to make contact between the contact-bar 14 andthe terminal ot lead R', a portion of the resistance will be shunted,and when the contact-bars 14, 1G, 17, or 1S make contact with theterminals of the leads R2, R2, R, and R5 the resistance in the localcircuit will be correspondingly variedthat is, the resistance in thelocal braking-circuit will be determined by the position o f the maincontroller, as in running, so long as the contactbar 13 is in contactwith terminal TG, and any variation of the resistance in thebraking-circuit will be effected by the same movement of the maincontroller as would be necessary to similarly vary the resistance whilerunning. y

The brake-switch is wholly independent of the reversing-switch and maybe thrown at any time without moving or interfering in any way with thereversing-switch. The connections of the brake-switch are such as todirect the current through the held-coils of the motors always in thesame direction whether the brake-switch is set for running or braking.In this way the residual magnetism is not lost at the time thebrake-switch is thrown, but will be built up and increased, producing astronger tieldand more current. The reversing-switch is so connected asto reverse the direction of the current through the ICO IIO

IZO

armatures of the motors, but does not affect the direction of thecurrent through the fields of the motors. i

In Fig. 3 of the drawings I have shown the braking-switch in a thirdposition, to which it may be moved in cases of emergency, so as to shuntthe current around the resistance devices and apply the brakes withmaximum force by the movement of the braking-switch only. This thirdposition of the brakingswitch, which is the second position of thatswitch for braking, puts the bar 29 in contact with the terminal S ofthe lead BS, whereby the current from the armatures may pass from thelead R5 to the leads F M and F2 M without passing through the resistancedevices. This shunt position of the braking-switch is just a littlebeyond the first braking position, so that the handle of thebraking-switch may be easily and quickly thrown to the emergencyposition by a single movement of a litt-le more than ninety degrees.

it will be seen that by means of my improvement the brakes may bequickly applied with any desired degree of force, depending upon theposition ot the main controller, or with maximum force by a singlemovement of the braking-switch. lt the main controller be placed on thelirst point-that is, with the contact-bars 13 and la engaging theterminals TC and R/ the car may be operated for running and braking bythe movement of the braking-switch only. This is an important feature inapproaching intersections with other 'tracks or in following closelybehind other moving vehicles and is possible because no movements of thecontrolling devices are necessary, such as might cause a loss orreversal ot' the iield magnetism of the motors. TWhen very near to apoint where it is desired to stop, the braking-switch may be thrown tothe position shown in Fig. 3, when the brakes will be applied, and themain controller being in position to make contact between thecontact-bars 13 and la and the terminals TG and R the car may be startedby moving the braking-switch to the position shown in Fig. l and againstopped by returning the braking-switch to the position shown in Fig. 3,and these movements may be made as quickly and as often as may benecessary.

The connections of the braking-switch with the reversingswitclnwith themain controller, and with the held-leads are such that thebraking-switch may be applied to any of the ordinary electric-carequipments without any change in the controller or reversing-switch ortheir connections, all ot' the connections with the braking-switch beingmade with the field-leads outside of the casing of the main controllerand reversing-switch.

In Figs. it and 5 of the drawings I have shown by means of simplediagrams the location and connections of the braking-switch when in theruiming position and when in the braking position. ln Fig. 4,which showsthe connections for running, the current from TE U the trolley-linepasses from terminal TC to contact-bars 13 and le and through theresistance device, through R3, contact-bar lead a, armature A of themotor, lead a d, contactcar 3a, terminal F of the Iield-lead, barOthrough the terminal FM, and thro ugh the field F of the motor to theground.

VVhen the braking-switch is moved to the position shown in Fig. 5, thecurrent will pass from the armature A of the motor through the lead a tothe contact-bar e, through R3, and wholly or partly through theresistance device R on the controller to the terminals TC and BR on thebraking-switch through contact-bar 30h, through the field ot' the motor,through the brake-coils HH, terminal BG, contact-bar 30C, terminals FCand F', bar 3"L on the reversing-switch, and through a a to the armatureof the motor.

It will be clearly seen from Figs. t and 5 that when the braking-switchis moved from the running position to the braking position the currentfrom the main line is cut off and the elddead from the reversing-switchto the held of the motor is interrupted, one portion being connectedwith the brake device and the other portion with one terminal of theresistance device R and with the supply-lead to the controller, so thatall the current from the armature of the motor will pass through allofthe resistance if the controllerbe in the open position, or thecurrent may be shunted around a part of the resistance if the controllerbe in some other position.

I claim as my invention and desire to sccure by Letters Patentl. Thecombination, on an electrically-op erated car, of a motor, or motors, arunning controller for the motor, or motors, and a brake-switch adaptedto connect the motor, or motors, to act as generators in a localbraking-circuit so as to apply the brakes what; ever the position of thecontroller may be.

2. The combination, on an electrically-operated car, of a motor, ormotors, a reversingswitch, a brake switch independent oi` thereversing-switch and adapted to connect the motor, or motors, to act asgenerators in a local braking circuit, and a running con-- troller forthe motor, or motors, which is adapted to control the current in thebrakingcircuit by the same movements ot the controller as in running.

The combination, on anelectrically-operated car, of a motor, or motors,a running controller, a reversing-switch and a brakeswitch adapted byasingle movement to connect the motor, or motors, to act as genera torsin a local braking-circuit so as to apply the brakes whatever theposition of the con troller and regardless otl the direction for whichthe reversing-switch may be set.

4. The combination, on an electrically-operated car, ot' a motor, arunning controller and a reversing-switch for controlling and reversingthe motor, and a braking-switch independent of the reversing-switch andadaptu IIO ed to cut out the running controller from the main line, andto connect the motor and controller in a local braking-circuit.

5. The combination, on an electrically-operated car, of a motor, acontroller, a reversing-switch, a brake device, and a brakingswitchadapted to disconnect the controller from the main supply or trolleyline and to connect the field-lead of the motor with the supply-lead' tothe controller and by the same movement to connect the brake device withthe field lead from the reversing switch, whereby the motor, thecontroller, and the brake device are connected in a local brakecircuitto which current regulable by the controller may be supplied by themotor acting as a generator.

6. The combination, on an electrically-operated car, of a motor, abrake-switch adapted to connect the motor to act as a generator in alocal braking-circuit When the controller is in any' position, and arunning controller adapted to control the current in the braking-circuitby the same movements as in running.

7. The combination, on an electrically-operated car, of a motor, arunning controller, a reversing-switch and a brake-switch adapted toconnect the motor to act as a generator in a local braking-circuit so asto apply the brakes When the running controller is in the open positionand the reversing-switch is in the position corresponding to thedirection in which the car is moving.

8. The combination, on an electrically-op erated car, of a motor, abrake-switch adapted to connect the motor to act as a generator in alocal braking-circuit when the controller is in the open position, and arunning controller adapted to control the current in the braking-circuitby the same movements as in running.

9. The combination, on an electrically-operated car, of a motor, arunning controller, a reversing-switch for reversing the current throughthe armature, and a brake-switch adapted to connect the motor to act asa generator in a local braking-circuit when the controller is in anyposition.

10. The combination, on an electrically-operated car, of a motor, arunning controller, and a braking-switch adapted, in one position, tocut out the running controller from the main line and to connect themotor and controller in a local braking-circuit, and, in anotherposition, to cut out the controller from the local brakingcircuit.

ll. The combination, on an electrically-operated car, of a motor, arunning controller and a braking-switch adapted to connect the motor toact as a generator in a local brakingcircuit and to cut out the runningcontroller from the local braking-circuit.

12. The combination, on an electrically-operated car, of a motor, arunning controller, a reversing-switch, and abrake-switch adapt'- ed toconnect the motor to act as a generator in a local braking-circuit whenthe controller is in any position without moving the reversing-switch.

In testimony whereof I have hereunto set my hand.

FRANK C. NEW/TELL.

Vitnesscs:

JAs. B. MACDONALD,

R. F. EMERY.

